Gottlieb daimler



(No Model.) 2 Sheets-Sheet 1.

G. DAIMLER.

MOTOR ENGINE.

No. 349.983. Patented Sept. 28, 1886.

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(No Model.)

G. DAIMLER.

MOTOR ENGINE.

No. 349,983. Patented Sept. 28, 1886.

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GO'ITLIEB DAIMLER, OF GANNSTADT, \VIIRTEMBERG, GERMANY.

MOTOR-ENGINE.

SPECIFICATION forming part of Letters Patent No. 349,983, dated September 28, 1886.

i Application filed May 13, 1885. Serial No. 165.390. (No model.) Patented in England April 7, 1885, No. 4,315; in Belgium April 30, 1885, No, 68,536; in Austria-Hungary July 10, 1885, No. 13,745 and No. 35,256; in Spain July 21, 1885, No. 5,021; in Italy August 27, 1885, No. 18,747, and in France September 16, 1885, No. 168,279.

To all whom it may concern.-

Be it known that I, GO'ITLIEB DAIMLER, a citizen of \Viirtemberg, residing at Oannstadt, in the Kingdom of Wiirtemberg and Empire of Germany, have invented new and useful Improvements in Motor-Engines Worked by Combustible Gases or Petroleum Vapor or Spray, (for which I have obtained patents in Belgium, No. 68,536, April 80, 1885; Austria- Hungary No. 13,745 and No. 35,256, July 10, 1885; Spain, No. 5,021, July 21, 1885; Italy, No. 18,747, August 27, 1885; France, No. 168,279, September 16, 1885, and Great Britain by application No. 4,315, April 7, 1885,) of which the following is a specification.

My invention relates to an improved construction of that class of motor-engines worked by combustible gases or petroleum vapor or spray wherein a combustible charge is only introduced at every alternate instroke of the piston, the improvements being such that the gaseous charges employed are of greater volume and are freer from products of combustion than those of engines heretofore constructed. This is effected by introducing into the cylinder, both before and after the admission of the main charge of gaseous mixture, additional charges of either combustible mix ture or of air introduced at every stroke by means of a pump formed in the working-cylinder on the side of the piston opposite to that on which the charge works. By one of these additional charges the products of combustion are at the same time driven out of the cylinder. The ignition of the charge is prevented from taking place until the crank is at the dead-center by causing an explosive mixture poorer in gas than the cylinder -ch rge to come in contact, while compressed, with a heated part of the admission-passage, the moment of ignition being regulated by varying the proportion of gas in theigniting-mixture.

A further improvement relates to the mode of regulating the speed of engine, this being effected by bringing the valve-gear to a stand still when the normal speed is exceeded, the gaseous products of combustion being made to remain under pressure in the cylinder, so that no fresh charge is admitted.

Figure 1 of the accompanying drawings shows a vertical section of an engine invented by me for carrying my invention into effect. Fig. 2 shows a part elevation and part section at right angles to Fig. 1. Figs. 3, 4, 5, and 6 show details.

A is the working-cylinder with compressionspace A, at the upper end of which is the inlet and discharge passage a.

bis the inlet-valve for the combustible charge; 0, the discharge-valve; and d is a tubular extension on the inlet-passage, heated externally.

E is the piston with the inletvalve 6, spring 6, and contact-plate e."

F is a forked projection fixed to the framing, with which fork the plate 6 comes in contact toward the end of each instroke of the piston, so as to force back the spring 6, and thus cause the valve 6 to be free and automatic in its action during a certain time before and after the dead-center of the instroke of the piston, so as only to open when the pressure in the crank-chamber exceeds that in the cylinder.

G is the gas-tight crank-chamber with inletvalve 9 for combustible mixture, or for air alone, and cover 9, which latter is made sufficiently large to enable the crank-plate,with its shaft, to be taken out of the chamber.

H H are crank-plates, that can be made heavy, so as to serve at the same time as flywheels, and which occupy the greater part of the chamber, in order to make the pump chamber in the same as small as possible, and thus to obtain a compression in the same of from one-fifth to onehalf atmosphere overpressure.

In order to simplify the machine, one of the crank-plates might be omitted. The valvegear is actuated by a cam-groove, 7c 70', formed in the crank-plate H, and which passes twice round the crank-shaft and returns into itself, and in combination with which is the sliding block 0 and the rod L, which acts upon the rod 0 of the escape'valve c. It will be seen that the cam-groove 7c lcis so formed that at one revolution of the crank the sliding block 0 is moved from the groove is into the groove 70, whereby the rod L is withdrawn from the V tion of rotation round this point.

rod 0 of the escape-valve 0, which consequently remains closed during the corresponding in and out strokes of the piston. At the next revolutionof the crank the block 0 is moved back from the groove is into the groove is, whereby the rod L, in rising, is made to open the escape-valve, such opening being effected after the piston has performed its working-instroke. The groove is circular, and is connected by branches, as shown, with the groove k, by means of which the block 0 is made to pass from the one to the other.

The regulation of speed is effected by means of the governor-arm m, with spring centrifugal action, and the switch at, which, on the normal speed being exceeded, move out of the working position at Fig. 2 into-the position at Fig. 3, whereby the block 0 is caused to re main in the cam-groove is during the rotation of the crank, and the rod L is thus brought to Y a standstill, until by the reduction of speed the switch is again moved back to the position at Fig. 2. The governor m is suspended from the axis hand has a spring action in the direc- The switch a is formed with an incline, and is connected to the axis t by its extension, which has a spring action at right angles to the axis, as shown at Fig. 4, in order that in the event of the two edges n 0 meeting they may escape one another, so as to allow 0 to pass on the one or the other side of n. The governor'm is pressed inward by a spring, u, in the contrary direction to the centrifugal force due to the speed of rotation.

The ignition of the charge is effected by the compression of the charge by means of the working-piston, whereby a certain part of the charge is brought, in a compressed condition, in contact with the tubular extension d, heated externally by a gas flame. In order to retard this ignition until the crank is on the deadcenter'at the compressing-outstroke, the last portion of the charge of combustible mixture is reduced in strength from one-third to onehalf that of the main charge, so that the passage a and tube dwill only contain such weak mixture during the compressing-stroke.

The weak charge is produced by the action of the gas-valve g, which toward the end of the suction-stroke is pressed downward by th e arm 1 of the valve-rod, and thus restricts the passage of gas. By the adjustment of the screw S the strength of the charge, and consequently the moment of ignition, is accurately regulated.

The temperature of the cylinder can be kept tolerably high, and, in the absence of water, sufficient cooling can be effected by a moderate current of air through the surrounding jacket. a

The engine is started by rotating the crankshaft by means of the crank-handle 1", attached to the belt-pulley w, the dischargevalve c and suction valve {1 being opened, this being effected by placing the support 1; under the stop on the valve-rod 0, and by screwing inward the screw 15, so as to open the valve g. The crank-handle is drawn out when the engine is started.

The mode of operating is as follows: Just before the end of the working-instroke the'discharge -valve is opened-the pressure in the cylinder sinksibelowlthail in'the pump-chamber, the piston-valve'e opens automatically in this position, and admits a charge of combustible mixture, under pressure, or of air into the cylinder, which drives the products of combustion out in front of it. By the outstroke of the piston, and by the charge of mixture or air forced in, the lighter products of combustion situated in the upper part of the cylinder are expelled through the discharge valve. The combustion-space of the cylinder is now charged with combustible mixture or air. To this preliminary chargeis now admitted, during the instroke of the piston, the main charge entering through the admissionyalve lg such charge consisting of air mixed with either gas or petroleum in the form of vapor or spray. During the first part of the ihstroke' the piston at the same time compresses the combustible charge or air drawn in beneath it into the pump-chamber until shortly before the end of the stroke, when the piston-valve r is rendered free in its action again, and the third portion' of the charge now passes from the pump chamber into the cylinder until the pressure in the two are equalized. At the second outstroke of the piston the total charge is further compressed, and is ignited, as above described, when the end of the strokeis reached.

The abovedescribed mode of operating may be varied by omitting either the preliminary charge or the supplemental charge of combustible mixture or air. For this purpose the admission-valve g to the crank-chamber would be arranged on the cover 9 beneath the rod L,that actuates the discharge-valve, and for the first mentioned case, where the preliminary charge is to be omitted, the rod L would be made to hold the valve open bymeans of a loop, L, while it is rising during the work:

ing-instroke of the piston, as shown at'Fig.

5, so that the charge of combustible mixture or of air that had previously been drawn in through the-valve 9 would be driven out again, and consequently there would be no compressed charge in the crank-chamber at the end of such working-instroke, whereas during the following instroke, when the rod L would be in the lowered position, the valve would remain closed, so that the before-described supplementalcharge would then be V formed. For the second above-mentioned" case, where the supplemental charge is to be omitted, the valve 9 would be arranged as shown at Fig. 6, it being held closed by a spring during the working-instroke of the piston, so that the preliminary compressed charge would be formed, while during the following instroke, when the rod L would be moving downward, this is caused to press the valve open, so that the charge previously drawn into the crank-chamber would be forced out again. \Vhen working with petroleum, the gas-passages must be modified in proportion to the heating-power thereof.

The advantages resulting from this construction of motor-engine are, that by means of the purer combustible mixture and the large volume of the charge a more efiectual combustion takes place, and that, on account of the greater speed here attainable, less loss of heat takes place, resulting in a decreased consumption of gas, and, lastly, that with this arrangement the cheaper carbonic-oxide gas-for instance, the so-called Dowson gasmay be used with advantage.

I do not herein claim the apparatus shown and described for carrying my method into effect, as such constitutes the subject-matter of my application serial No. 177,713, filed September 21, 1885.

Having thus described the nature of my invention and the best means I know of for carrying it into practical effect, I claim 1. In a gas or petroleum motor engine every alternate instroke of which is a workingstroke, the method of introducing into the cylinder, first, during the outstroke following the working-instroke, a preliminary charge of combustible mixture or air through the piston, whereby the residual products of combustion are expelled; secondly, during the following instroke, the main charge of combustible mixture, and, thirdly, at the end of the said instroke, a supplemental charge of combustible mixture or air admitted through the piston, the said combined charges being then further compressed by the following outstroke and ignited, substantially as herein described.

2. In agas or petroleum motor engine every alternate instroke of which is a workingstroke, the method of introducing into the cylinder, after the main charge, a supplemental charge of combustible mixture or of air admitted through the piston at the end of the suction-instroke, the combined charges being then compressed by the following outstroke and fired, substantially as herein described.

3. In a gas or petroleum motor engine every alternate instroke of which is a workingst-roke, the method of introducing into the cylinder, before the main charge, a preliminary charge of combustible mixture or air admitted through the piston, whereby the residual products of combustion are expelled from the cylinder before the admission of the main charge, substantially as herein described.

4. In gas-motor engines wherein the ignition of the charge is effected by its compression in contact with a heated surface, the method of retarding the ignition till the crank is at or about the dead-center by introducing into the admission-passage a charge of combustible mixture weaker than that contained in the cylinder, substantially as herein described.

5. The method of regulating the speed of the engine by causing the discharge valve for the products of combustion to remain closed when the speed is too great, so that the products of combustion are retained under pressure in the cylinder, and no fresh charge is consequently admitted until the speed isagain reduced and the discharge-valve opened, substantially as herein described.

In testimony whereof I bar e signed my name to this specification, in the presence of two subscribing witnesses, this 10th day of April, A. D. 1885.

GOTTLIEB DA IMLER.

Witn esses:

CHARLES EINSTEIN, H. ABENHEIM. 

